Draft and buffing mechanism for railway cars



. J. WILLISON w DRAFT. AND BUFIFING MECHANISM FOR RAILWAY CARS Nov- 1925- Filed May 18) 1923 i 4 Sheets-Shegt J.

IN VEN TOR fluz. A TTORNE Y 7 Nov. 3, 1925.

J. WILLISON DRAFT AND BUFFING'MECHAMSM FOR RAILWAY CARS 4'-Sheets-Sheet 2 Filed May 18, 1923 INVENTOR w 14% W,

Nov. 3,1925- 1,560,008

- J. WILLlS-ON DRAFT ANDJ 'BUFFING MECHANISM FOR RAILWAY CARS Filed May l8, 192:5 4 Sheets-Sheet s IN VEN TOR 1mm; w W I v Nov. 3, 1925v J. WILLISON DRAFT AND BUFFING MECHANISM FOR RAILWAY CARS Filed may 18, 192:5

4 Sheets-Sheet 4 IN VEN TOR Patented Nov. 3, 1925.

UNITED STATES NATIONAL MALLEABLE AND CORPORATION OF OHIO.

OHN WILLI'SON, or CLEVELAND, 01110,

AssIeNoR, BY MESNE ASSIGNMENTS, "r0

STEEL GASTINGS COMPANY, or CLEVELAND, OHIO, A

:DRAFT AND BUFFING MECHANISM r03 RAILWAY CARS.

l Application filed May 18, 1923. Serial No. 639 ,767Q

To all whomit may concern:

' Be it known that I, JOHN \VirmsoN, a subject of the King of Great Britain, and a resident of Cleveland, CuyahogaCounty, Ohio, have invented new and useful Improvements in Draft and Butling Mechanism for Railway Cars, of which the following is a specification, reference being had to the accompanying drawings, in which:

Fig. 1 is a plan, partlyin section, of draft and bufling mechanism embodying my 111- vention applied to the underframing of a railway car; -Fig. 2 is a section on line 11-11 of Fig. 1; Fig. 3 is a section on line partly in section, of a modified form of my invention; Fig. 5' isa longitudinal section on line V V of Fig. 4; and Fig.- 6 is a section on'line VI'VI of Fig. 4. My invention relates to draft and -bufling mechanism for railway cars, and pafticularly to draft. and buiiing mechanism for use on cars of sn all'tonnage, such cars, for instance, as are of the Anglo-Indian type. To this end my invention is directed to atype of draft and bufling mechanism capable of being applied'to cars of existing design, such, for instance, as cars of the Anglo- Indian type, which is adequate to take up the normal bufling and draft stresses to which such cars are subjected. My invention provides a spring cushioning mechanism which is connected to the car coupler by a novel arrangement later to be described. My invention also comprises the various features which I shall hereinafter describe and claim.

Referring to the drawings, 2indicates the end sill of the. car and? the two longitudinal center sills. Between the center sills 3 and a short distance to the rear of the end sill 2 is a cross member 4 consisting of the plate 4 and channel 4 which connects the center sills '3. The cross member 4'is preferably braced against butting stresses by the reinforcing angles 5, which are riveted to the center sills a and the cross member 4.

A carrier. casting 7 is secured to the front face of the end sill 2, which in addition to supporting the coupler 8 provides means for limiting its lateral play.- 7, i

The car coupler 8, which 'I have shown of the type described in my Patent No. 1,201,- 665, dated October 17, 1916, preferably has buffing horns 9 intended to strike against the front face of the carrier casting 7. The 7 carrier casting 7 has acentral aperture 10 through which. the shank 11 of the coupler is inserted. The rearend of the couplershank is providedwith an elongated slot 12 which extends through the shank from top to bottom.

The draft mechanism comprisesjan equalizing casting 13 which bears against the forward face of the cross member 4. The

equalizer 13 has forwardly extending horip zontal projections 14 which form a bearing between them for the rear end of the cou- IIIIII of Figs. 1 and 2; Fig. 4'is a plan,

ler butt, and have registering apertures 15 or the insertion of a connecting pin 16 wh ch extends through the apertures 15 and through the elongated slot 12 in the coupler sion springs '20 The bolts 19 at their fory ward ends are secured to the equalizer 13 by the vertically extending pins 21. The

springs 20 at their rear ends bear against Washers 19 on the bolts 19, and at their forward endsagainst the rear face ofthe buff ing follower 22.

The buffing mechanism comprises a butting follower 22,- which is arranged on the rear side'of the cross member 4, and'has a centrally located extension 23 which projects I forwardly through registering central open ings in the centers of the cross member '4 and of the rear wall of the equalizer 13.

The forward end 23 of this extension 23 is of the coupler butt. I

Attached to the under side of the center sills is a bottom plate 24,. which has an aperture 24 therein to provideaccess to the draft connections. preferably has sockets 25 on its rear face which are intended to be used in connection with the supplemental buffing mechanism shown in Figs. 4, 5 and 6, and is later-to be described.

concave and fits against the convex rear face The buffing member 22 also The operation of my'device is as follows: "Inbufiing'the stresses aretransmitted di-f shank.

rectly from the convex face at the rear end of the coupler'shank'll to the concave face,

. 23 at the forward end of the bufiing follower 22, and as the coupler 8 moves rear- Wardly it will push the bufiing follower 22 rearwardly against the resistance of the springs 20, the rear ends of which are held immovable by the washers 19' at the rear, ends of the bolts 19. .Duri'11g this operation the equalizer 13 remains stationary because of its bearihgagainst the forward side of the cross member 4, the movement of. the coupler to the rear relative to the equalizer 13'and pin 16 being permitted by the elongated slot 12 in the rear end of the coupler In draft, as .the

the pin 16 to the equalizer 13 and from the 'spring bolts 19 and Washers 19 to the springs 20, so'that as the bolts 19 pull for-f wardly the pressure is transmitted to the car through the cross member 4 from the buffing follower 22, which holds the forward ends of the springs against forward movement and hence takes up the stresses transmitted through the springs. j v

The foregolng arrangement is of particular advantage, since itpermits the application of my invention to cars of the present Anglo-Indian "type, and also utilizes the same arrangement of springs for buflingv and draft as is now in use for draft alone.

There further spring capacity is required, the arrangement shown in Figs. 4, and 6 may be employed. In this form the bufiing mechanism shown in thepreferred form is supplemented by the following bufling apparatus:

I On the rear side of the butling follower 22 are sockets 25 in which the forward ends of the columns 26seat. The rear ends of the columns 26 arekscrew-threaded and pass through the forward end-of thecasing 27,

which is arranged to telescope within the casing 28. Ihe casing 27 has a central rearvvii'ardly dlre'cted extension 29 against which the forward end of a rearwardly extending plunger 30 abuts/ Aboutvthe plunger 30,

with its forward end bearing against the extension 29, is a flanged sleeve 31, the flange 32 .of which bears against the forward end of a buffer spring 33. The reare'nd of the spring '33 bears against the rear end of the casing28; Butted against and secured to' therear of the casing 28 is another oppositely facing casing 34, which has a supporting engagement with an inner casing '35. The rear end of the casing 28 and the forward end of the casing 3 1 are apertured for the plunger 30, which extends for some distance into the casing 35. Atits rear end the casing 35 is ri'veted to a cross member 36,

coupler pulls forwardly, the pulling stresses are transmitted through which issecured to the center sills 3. The plunger 30 has at its rear end an enlarged head 37, and between this head and the rear end of the casing 35 is a'second buffi-ng spring "38. It will be'seen that the casings 27 and- 28 are arranged in tandem relative the casings 3tand The mechanism ust described is inopera tive durlngdraft, as it isengaged only by the bufiing follower 22 and is. not connected with the draft member 13.' During buflin as the follower 22 moves to the rear it wi l carry witlritthe columns 26 and the casing "27, and through the central extension 29 of .the casing 27 the bufiing stresses are carried by the sleeve 31 and the plunger 30, respectively, to the supplemental bufling springs 33 and-38.

This arrangement provides additional buif- I ing capacity which, ifdesired, may be employed in connection with the draft and.

butting mechanism shown in Figs. 1, 2 and3;

Apparatus ofthe character. described is particularly useful where comparatively heavy- .cars are used, forthe reason that the bufling stresses'are generally greater than the draft capacity,

The term and expressions whichI have employed aroused as terms of descrlption stresses, and this form of my invention pro-' rides for the necessary additional bufiing and not, of limitation, and I- have no intention, in the use of such terms and expressions,.of excluding any mechanical equiva-L" lents of the features shown and described, or portions thereof, but recognize that various the scopeof the invention claimed.

What 1 claim 1s: p i. ln druit and butting mechanism, a draft equalizing member having a flexible connection with a coupler shank, a plurality of r-in, ;s li-exibly connected to saiddraft member, and a buffing member. interposed between shank.

said springs and said coupler ion ' structural modifications are possible within 2, In draft and bufiing mechanism, amemher rigidly secured to the framing of a car, a draft member and a bufiing member, a plurality ofsprings' flexibly connected to said draft member and in contact with said butting member to hold said members norend of each suehispring, and means attaehed to the frame'of the vehicle for hold ing the draft member immovable during bufling and the buffing member! immovable during draft.

4:. In draft and bnlhng mechanism, a draft member attached to a coupler shank, a pair Qf bolts pivoted to the draft member, a spring mounted on each bolt and having a bearing at the rear end of the lmlt, a

buffing member forming a bearing for the -members,.and spring and plunger mechanism attached to the buffing member for taking up extra hea-vy bufiing shocks.

6. In draft and bulfing mechanism, a draft member, a buffing member and a spring interposed between said. members to resist movement thereof, auxiliary buffing mecha-j nism connected to said bufiing member and comprising a plurality of springs, and plunger mechanism for compressing each of said springs independently upon rearward movement of said 'bufiing member.

7. In draft and buifing mechanism, a draft member having a flexible slot and pin connection with a coupler shank, said connection being operative'in draft and inoperative in bufling, the draft member having a plurality of rearwardly extending bolts pivoted thereto, a spring on each bolt having a bearing against the bolt at its rear end, and a bufling member engaged by the forward end of said springs and pivotally engaging the rear end of the coupler shank in buffing.

8. In draft and bnfling mechanism, a draft member having a pivotal connection with a coupler shank, a pair of bolts pivoted to the draft member springs on the bolts hav ing bearings at the rear ends of the bolts,

a bnfiing member pivotally engaging the rear end of the coupler shank in boiling and forming bearings for forward ends of the springs, a transverse portion of the underframing 0f the car forming at its rear side a bearing against which the butting member is pressed in draft, and at its for a ward side a bearing against which the draft member is pressed in buffing.

9. In draft and bufling mechanism, a conpler vshank, a draft member having a pair of forward projections, said shank and pro-1 jections being apertured for reception of a pivot pin, a yoke embracing the said projeetions to hold the pivot pin in position and to prevent spreading of the said projections, spring mechanism attached to the draft member, a buffing member upon which the coupler shank and spring mechanism have a bearin and means for rendering the draft mem er immovable in butting and the buffing member immovable in draft.

JOHN WILLISON. 

